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2 Sheets-Sheet 1..

(No Model.)

J. B. CAREY.

RAILROAD GATE.

Patented Nov. 22, 1887.

IN VENTOR fm;

ATTORNEYS WITNESSES Nv PETERS Pvwlvulho n hun wnhm ton. D. C. I

2 SheetsSheet 2.

(No Model.)

J. B. CAREY.

RAILROAD GATE.

A (/4364, Patented Nov. 22, 1887.

ATTORNEYS,

N PETERS. Pnuwuuw n her, Wishinginrl, {1.0.

iJNiTEn STATES PATENT Orrrcn.

JOHN B. CAREY, OF BROOKLYN, NEW YORK.

RAILROAD-GATE.

SPECIFICATION forming part of Letters Patent No. 373,642, dated November 22, 1887.

Application tiled March 19, 1887. Serial No. 231,583. (No model.)

To all whom, it may concern:

Be it known that I, JOHN B. CAREY, of Brooklyn, in the county of Kings and State of New York, have invented a new and Improved Railroad-Gate, of which the following is a full, clear, and exact description.

The object of my invention is to provide a new and improved railroad gate specially adapted for platforms of elevated railroads, to avoid accidents to passengers awaiting a train.

The invention consists ot'a gate or gates held in a closed position by counter-weights and opened by the car-wheels of an approaching train, and in the construction and arrangement of details and parts, as will be hereinafter fully described, and pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar letters of reference indicate corresponding parts in all the figures.

Figure l is a side elevation of my improvement in a closed position and as applied to an elevated railroad, part of which is broken out. Fig. 2 is a similar view of the same, showing the gate open. Fig. 8 is a side elevation of part of the rail-lever and its connection. Fig. 4 is a plan view of my improvement, shown in connection with part of an elevated road. Fig. 5 is a vertical cross-section of the same on the lines a; o; of Fig. 4, and Fig. 6 is an enlarged vertical cross-section of the gate-lever and its bearing.

My improved railroad gate is specially adapted for elevated railroads, to form a gate or series of gates at the outer edge of the platform next to the track, which is generally a certain distance below the platform, so that the latter is even with the bottom of the cars when they are drawn up to the station. Along the outer edge of the platform A are erected a number ot'hollow posts, 0, and between each two succeeding ones is held a gate, D, of'suitable construction, hung at each end to a rope or chain, E,which passes over a pulley, E, mounted near the top of the post, and carries on its other end, which is incased in the hollow post 0, a counter-weight, E, which holds the gate D in a closed position, as shown in Fig. 1. The gateD is connected by the links F F with theinner ends of thelevers G G, respectively, each of which is fulcrumed at the pivot G, secured to the platform-frame A. The outer weighted end of each lever G is provided with a slot, G, into which projects the pin H, secured to one end of the weighted lever H, pivoted at its other end at H to the platformframe A. On the lower edge of each lever H operates one end of the lever I, arranged at right angles to the levers H and the track 13, and pivoted to a bracket, J, secured to and extending outwardly toward the track B from the platfornrframe A. The other end of each lever I is bent upwardly, and its upper edge rests in a groove, K, formed in thclower edge of the rail-lever K, held loosely between the main rail B and the guard-rail B of the track B. When the guardrail B is not used, then the rail-lever K is hold and guarded by suitable brackets secured to the ties in place of the guard-rail B". The weight on each of the fulcrums G and H of the levers G and H is taken up by a grooved roller, L, traveling on the segmental edge of a bearing, N, secured to the platform-frame A. In the upper part of the roller L rests the curved lower edge of the lever G or thelever H, and as the said edge is directly under the fulcrum, it will be seen that the weightand pressure on the levers G, respectively, and the levers H is taken up by their respective rollers L, which permit, how ever, a free swinging motion of the levers G and levers H, as the centers of the segmental edges in which the rollers N travel are the fulcrums G and H.

A leverrail, K, may be used for each gate D, or the said lever-rail K may be made sufficiently long 'to operate all the gates D on one platform, A. The outer ends of the lever-rails are slightly bent downward, as plainly shown in Figs. 1 and 3.

The operation is as follows: The counter weights E in the posts 0 hold the gates D in a closed position, as shown in Figs. 1 and 5. Now,when a train moves up to a station, then the flanges of the car-wheels pass onto thelever rail or rails K and press the same downward by the weight of the cars, so that the levers I swing in the direction of the arrow a, (see Fig. 5,) and the levers H are swung upward, thereby causing the inner ends of the gate-levers G to swing downward in the direction of the arrow 1), so that the gate is also moved vertically downward until the upper edge is below the level of the platform A, as shown in Fig. 2,

ICO

thus closing the latter and permitting the passengers to get out or enter the cars. As soon as thetrain leaves the station and the flanges of the ear-wheels are off the lever rail or rails K, then the gates D move vertically upward 7' again by the action of the counterweight 1? in the hollow posts 0, so that all the different parts again assume the position shown in Figs. 1 and 5. The levers G and the levers H are weighted to assist in raising the gates D again when the car-wheels leave the lever-rails'K.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent- 1. In a railroad-gate, the combinati0n,with a rail-lever held alongside of one of the trackrails and operated upon by the car-wheels, of levers supporting the said rail-lever, Weighted levers acting upon the latter levers, and additional weighted levers connected to the first weighted levers and carrying the gates, substantially as and for the purpose set forth.

2. In a railroadgate, the combination,with a rail-levcr held alongside of one of the trackrails and operated upon by the car-wheels, of levers supporting the said rail-lever,weighted levers acting upon the latter levers, additional weighted levers connected to the first weighted levers, and a counterbalanced gate pivotally connected withsaid additional weightedlevers, substantially as and for the purpose set forth.

pivotally connected with said links, substantially as and for the purpose set forth.

4. In a railroad-gate, the co1nbination,with

.the rail-lever K, having the notches K, of the levers I, held with one end'in the said notches, the pivoted arms H, operated by the levers I, the pins H, secured to the said arms H, and the gate levers G, pivotally connected with the gate, and each having a slot, G in which operates the said pin H of the respective arm H, substantially as shown and described.

5. In a railroad-gate, the lever G, having the slot G and the arm H, provided with the pin H, operating in the said slot G in C0111- bination with the rollers L and the bearings N, each supporting on a segmental edge one of the said rollers L, substantially as shown and described.

JOHN B. CAREY.

Witnesses:

JAMES J. MOCOFFEY, 3

CHARLES J. J OYOE. 

